Train sanding control device



p 1941- J.-N. GOOD 2,256,262

TRAIN SANDING CONTROL DEVICE Filed July 29, 1939 INVENTOR ATTORNEY N Patented Sept. 16, 1941 TRAIN SANDING CONTROL DEVICE John N. Good, Wilmerding; Pa., assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application July 29, 1939, Serial No. 287,257

4 Claims.

This invention relates to sanding systems and more particularly to the type adapted for use in sanding the rails under railway vehicles.

The modern high speed railway trains are provided with means adapted to automatically operate when an emergency application of the brakes is effected on the trains to apply sand to the rails of the trackway at a plurality of points throughout the train so as to ensure that all wheels of the train will be rolling on sanded rails by the time the brakes on the train are applied with force which might otherwise cause slipping or sliding of the wheels.

At times the degree of a service application of the brakes on the trains may be so great as to cause slipping of the vehicle Wheels and means have heretofore been proposed operative under this condition either automatically or in the discretion of the operator of the train for sanding the rails under a plurality of the vehicles of the train in order to minimize the possibility of. wheel slipping. I

One object of the present invention is to provide a new and novel sanding system for trains operative in the discretion of the operator of the train to sand the rails under any desired selected number or all of the vehicles of the train. I

Certain of themodern high speed trains are provided with electro-pneumatic signal systems embodying pneumatically operative signal devices on the locomotive controlled electrically over a plurality of train wires which extend through the train. On each of any desired number of vehicles located throughout the train there is provided a switch which is adapted to be operated by the conductor of the train or by a trainman for controlling over the train wires the signal device on the locomotive whereby'any desired signal may be transmitted from any part of the train to the engineer.

Another object of the invention is to provide an improved sanding system for a train adapted to apply sand to the rails under any desired selected vehicle of the train or under all of said vehicles and adapted to be controlled by the engineer over the signal wires already provided on certain high speed trains.

This object is attained by providing on each of a selected plurality or on all of the vehicles of the train a sanding magnet device which is connected to and controlled over the signal wires already on the train and which is operative upon energization to efiect sanding of the rails under the vehicle. On the locomotive there is provided a pneumatic switch for closing an electric circuit through the train wires and thus through the sanding magnet devices on the different vehicles throughout the train and this switch is arranged to operate in synchronism with the pneumatic service sanding arrange- 'ments already provided on the locomotive whereby upon the usual discretionary sanding act of the engineer on the locomotive to apply sand to the rails under the locomotive sand will also be applied simultaneously to the rails under each of a selected number or all of the vehicles of the train. No new train wires are thus required for the control of the improved sanding system.

In order to provide for selection in operation between the devices of the signal system and those of the sanding system electric current of one type such as alternating current is provided for the control of the sanding system in contrast to a difierent type of current such as direct current which is usually employed for the signal system. To provide the alternating current, a suitable generator is added to the locomotive and suitable chokes or filters and condensers are provided in the various circuits to ensure operation of the different devices only when desired. 7

It should be noted that the benefits to be derived from selective sanding of the rails under a selected number or all of the vehicles of the train at the discretion of the engineer is obtained, in accordance with the present invention, with substantially no change in the signal system already provided on these trains and with the mere addition of certain relatively inexpensive devices to the desired vehicles and to the locomotive of the train, and since this improved sanding system is adapted to operate in synchronism with the selective sanding system already provided on the locomotive and under the discretionary control of the engineer, no new instructions to the engineer or devices for his attention are required. The improved sanding system may be applied to a train without knowledge of the engineer and the benefits thereof will be automatically obtained.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawing, the single figure is a diagrammatic view, partly in section and partly in outline, of a portion of a brake system and signal system for a locomotive and two cars of a train and with which the improved sanding system is associated, for the purpose of illustration.

As shown in the drawing, a dot and dash line B-train wire 4 while the other terminal is con-V I separates the brake and signal equipments provided for the locomotive as shown at the left hand side of said line from those provided for the first car to the rear of the locomotive as shown at the right hand side of said line,

while a idot anddash line 2 separates the'equipments "provided for said car from the equipments provided fora third car, a portion or all of which may be provided on each and every other car of the train.

-The reference numerals 3, i H electrical conductors or train wiresfoi' a signal system or equipment and which extendthrougli the length of the train and which are adapted to be connected between the locomotive and cars of the train by suitable electrical connectors 7 1011 one, or morevehicles or the train. The train wire on each'oi the different vehicles provided Witha battery'l is connected to the battery .wire 3'by a conductor 8 in which there is provided a filter or blockingdevice II! of any suit- ;able structure .adapted to permit the .fiow of direct current through the conductor but to prevent passage of alternating current impulses through said conductor. The train wires 3, 4

and 5 are thus at all times energized with direct -current.. H V

: ;-The signal system further comprises a signal pipe II on the locomotive and first car of the train, the twooparts of said pipe being connected by suitable connectors I2. On the locomotive this pipe is supplied with fluid pressure from any suitable source such as a main reservoir I3 by i way; of a pipe I4, a reducing valve device I5 and a; pipe IIS in which there is provided the usual choke I1 and a checl; valve device'I8 arranged to prevent the flow of fluid under pressure from the signal pipe I I to the reducing valve device I5.

The reducing'valve device may be of any desired structure-adapted to reduce the pressure of fluid carried in the main reservoir I3 to that desired to be carried in the signal pipe for trainsignalling purposes. A stabilizing reservoir I9 is connected to pipe I6 between the choke I 'I and reducing valve device I 5 for stabilizing vthe operation of said device.

The signal pipe II b'nthe locomotive leads to a signal valvedevice' which may be of usual construction adapted to respond to a wave of pressure reduction in the signal pipe II.to effect operation of'a'whistle 2I connected to said device, the whistle 2| being located adjacent the operator or 'engineerof the train on thelocomotive.

on the first car of the train the signal pipe I I is connected to a signal magnet valve device 23 which comprises a casing having a chamber 24 connected to saidsignal pipe and containing a valve 25 arranged to control communication between said chamberanda chamber 26 which is open to the atmosphere through a passage 21.

A spring 22 is provided in chamber. 24 and acts on the valve, 25 for urging 1131110 its normal seated position in which it is shown in the, drawing. 2

' Themagnet valve device 23-furthercomprises a magnet 28 having an armature 29 engaging. the valve 25 and operative upon'energization of the magnet to unseat said valve for thereby opening communication between chambers 24 and 26.

Oneterminalof magnet 28is conneetedto the Irena 5 indicate ductor or a trainman.

The operation of any one of the switch devices 33 is adapted to connect the train wire 5 and thereby the side of the battery or batteries 1 to the-wire 30 leading to one terminal of magnet 28 the other terminal of which is connected to the battery train wire 4. As a result, when one of I the switches 33 is closed at any point in the train,

25 against the opposing pressure of the spring 22.

Upon unseating of valve 25'the chamber 24 which is connected to the signal pipe I I is opened to the atmosphere through chamber 23 and passage 21, as a result of which fluid under pressure is vented from said signal pipe. The consequent reduction of signal pipe pressure is transmitted through the signal pipe to the signal valve device 20 on the locomotive which responds to said reduction and effects operation of the signal whistle 21 for signalling the operator of the train in the usual well known manner; When the conductor or trainman lets go of push switch 33 the circuit through the signal magnet 28 is broken whereupon the spring 22 seats the valve 25 to prevent further venting of fluid under pressure from the signal pipe I I. The fluid pressure in the signal pipe is then replenished by the supply through the reducing valve device I5 and the signal valve device 20 operates in the usual manner to stop operation of the whistle 2I. By proper manipulation of one or another of'the push switches 33 throughout the train, the conductor or a trainman may, through the medium of the magnet valve device 23 and signal'pipe I I,

cause the signal whistle 2| to operate and produce for guidance of the train operator any of the usual signals employed in the handling 0 railway trains.

The reference numeral 40 indicates a train pipe such as a brake pipe or emergency pipe extending'through the lengthiof the train, the parts thereof carried by the diiferent vehicles of the train being connected together by suitable hose such as the main reservoir I3 by way of a feed valve device 41, a pipe 48 and a passage 49i A valve 50 containedin the chamber 46 is provided with a stem 5| which'extends upwardly through a chamber 52 and tothe exterior of the brake valve casing,.the portion of said stem connected tothe valve and extendinginto chamber 46 being fluted-. Outside of the casing the valve stem 5| is arranged for engagement by the usual ball 59 having a hinged connection with the casing providing for vertical movement of'the bail, said bail being operative upon downward movement from the position in which it is shown to engage the: valve stem 5| for unseating the valve against the opposing pressure of a spring 54 contained in the chamber 46. The bail 53 is adapted to be operated upon downward movement of the brake valve handle 44, said handle having a pivotal operating connection 55 in the brake" valve device'which provides for such movement at the will ofthe engineer, in the usual well known manner. a a

The chamber 52: is connected to a passage 56 which, outside of the brake valve device, is connected to a pipe 51 leading to one end of a double check valve device 58. The double check valve device 58 comprises a check valve 59 movable to' one or another of two positions for controlling communication between pipe 51 and an outlet pipe" 60 and between said outlet pipe and a pipe 6| leading to the opposite end of said check valve. With the check valve 59 in the position shown communication is open between the pipes 51 and 60 and closed between the pipes 60 and 61', while upon movement of said check valve in the direction of the left hand the pipe 60 is adapted to be closed off from pipe 51 and connected to the pipe 6|. The pipe 66 leads to any suitable rail sanding device or trap (not shown) carried on the locomotive and which is adapted to be operated by fluid under pressure supplied through said pipe for sanding the track rails under the locomotive.

Whenever the engineer or operator of the train desires to sand the track rails under the locomotive, as at the time a service application of the brakes is effected, he depresses the handle 44 which operates through bail 53 to unseat the valve 59 whereupon fluid under pressure supplied from' the main reservoir l3 through the feed valve device 41 to chamber 46, flows to chamber 52 and thence through passage 56 and pipe 51 to the left hand end of the double check valve 59. With the check valve 59 in the position shown in the drawing fluid under pressure thus supplied to pipe 51 flows to the pipe 66 and thence to the sanding device on the locomotive for efiecting sanding of the rails under the locomotive. When the operator removes pressure from the brake valve handle 54 the spring in chamber acting on valve 58 seats said valve so as to thereby cut off the supply of fluid under pressure to the sanding device on the locomotive.

On certain modern high speed trains, means are provided on the locomotive and one or more cars of the train to the rear of the locomotive which are adapted to automatically operate in case of an emergency application of the brakes to effect sanding of the track rails. In order to illustrat this feature, the locomotive brake equipment and each of the car equipments shown in the drawing comprises a fluid pressure operated emergency valve device 65 which is connected through a pipe 66 to the emergency pipe 40 for control therefrom.

Each of the devices 65 comprises a piston 61 having at one side a chamber 68 connected to the pipe 66 and having at the opposite face a chamber 69 connected to an operating volume 10. The piston 61 is provided with a stem 1| extending into the chamber 69 and between shoulders provided on said stem there is disposed a slide valve 12'arranged to move with the piston 61. a

The slide valve 1-2 in each of the devices 65 is provided with cavities 13' and 14 for controlling communication between: passages 15, 16 and 11, the passage 15 leading toa pipe 18 connected to a reservoir 19, the'pipe 16 leading .to a pipe connected to a sanding device 81 and the pipe 11 leading to the atmosphere. With the piston 61 and slide valve 12 in their normal positions shown in the drawing, passage 16 is open through the cavity 14 to the atmospheric passage 11, and

cavity 13 is connected only to thepassage 15.

The piston 61 and slide valve 12 areadapted to be moved from the position shown toward the right hand to an. emergency position with said piston in engagement with the end wall of chamber 68, and in this position communication between passages 16 and 11 is adapted to be closed and passage 16 is adapted to be connected through the cavity 13 to the passag 15 leading to the reservoir 19. 1

When the train or emergency pipe 40 'is charged with fluid under pressure in the usual manner by operation of the brake valve device 43, fluid under pressure is adapted to flow from said pipe through pipe 66 on th locomotive and each of the cars of the train to chamber 68 in each of the devices 65 and therein act on piston 61 to effect movement thereof and thereby of slide valve 12 to the position shown in the drawing. Fluid under pressure then flows from chamber 68 through a choked port 82 in the pis ton 61' of each device 65 to chamber 69 and thence to the volume reservoir 10 for charging chamber 69 and said reservoir to the pressure carried in the train pipe 46. Th reservoir 19 on the locomotive and cars is connected by a pipe 83' to the pipe 66 through which communication said reservoir is adapted to be charged with fluid at the pressure in train pipe 40'. A check valve 84 is provided in the pipe 83 for preventing flow of fluid out of said sanding reservoir to pipe 66 upon a reduction in the pressure in the train pipe 40.

The sanding device 8| provided on the locomotive and cars comprises a piston 85 having at one side a chamber 86 connected to the pipe 80, and a pairof oppositely seating check valves 61 and 88 controlled by said piston. These check valves are contained in a chamber 90 and engage each other for movement together, the check valve 81 having a stem 89 extending into a chamber 9| wherein it is adapted to be engaged by a stem 92 which is movable with the piston 85. The valve 88- has a stem 93 extending into a chamber 94 which contains a spring 95 acting on said stem for urging the valves 81 and 88 to the position shown in the drawing. On the locomotive the chamber 94 is supplied with fluid under pressure from the brake valve device 4! through a passage and pipe 91 and a strainer device 96 while on each of the cars of the train said chamber is supplied with fluid under pressure from the emergency pipe 49 through a pipe 99 containing a check valve I92. With the valves 81 and B8 in each of the sanding devices in the position shown in the drawing, the valve 88' opens communication between th chambers 94 and 99 which permits fluid under pressure supplied to chamber 94 to flow to chamber 90 and thence through a passage and pipe 98 to a sanding reservoir I09 for thereby charging said reservoir on the locomotive and each of the cars of the train with fluid under pressure, The

chamber 9| in the sanding device on' the locomotive is connected through a passage .IOI to pipe 6| leading to the right hand end-of the doublecheck valve 59, while on each of the; Cars in the train the chamber '9I in each sanding de, vice is connected to a sand pipe I03 on the re spective car, through which pipe fluid under pressure is adapted to besupplied to a sand trap onthe car forsanding the rails under thecar,

With the emergency pipe 40 in its normally charged condition the emergency valve devices 65 on the locomotive and cars of the train will be in their normal positions, shown in the drawing,;in which positionsthe piston chamber'86 in each of thesan'ding devices 8I will be open to the atmosphere through pipe 88, passage 16,cavity in the slide valve I2 and atmospheric pas.- sage 11, so that the spring85 acting on the valve stem 93 wi1l hold the valves 81 and 88 in the positions shown. The sanding reservoirs I on the locomotive and cars of the train will be charged with fluid under pressure as above described. 7

If the operator should operate the brake valve device 43 to effect an emergency reduction in pressure in train pipe 40 for effecting an emergency application of the brakeson the train such reduction is transmitted through the pipes 66 on the locomotive and several cars ofthe trainto piston chamber 68 in each of the emergency valve devices 65. The choke passage 82 connecting chamber 68 to chamber 68 in each emergency valve device is of such size as to prevent the pressure in chamber 69 reducing with that in chamber 68 upon an emergency reduction in the pressure in brake pipe 40 whereuponthe'pressure in chamber 68 becomes reduced sufficiently below that in chamber 69to effect movement of the piston 61 and thereby of the slide valve 12 from the positionshown in the drawing to emergency position in which cavity I3 connects passages I and I6. The fluid pressure in the operating reservoir I9 on both the locomotive and carsthen flows through pipe 18, passage 15, cavity I3, passage 16 and pipe 80 to piston chamber 86 in the respective sanding device 85 wherein it acts on the piston 85 to effect movement thereof in a downwardly direction. This movement of the piston-85 in each sanding device acts to unseat the valve 8! and seat the valve 88, thereby closing communication between the fluid pressure supply'chamber 84 and sanding reservoir I00 and opening communication between said reservoir and chamber 9|. On the locomotive fluid under pressure is then supplied fromrthe sanding reservoir I00 to the right hand end of the double check valve- 59 as a result of which said check .valve is shifted from the position shown in the drawing to its left hand position opening communication between the pip GI and pipe 60 leading to thesanding device on the locomotive. Fluid under pressure then flows from the sanding reservoir I00 to the sanding device on the locomotive for efiecting operation thereof to sand the rails under the locomotive.

On each of the cars of the train the operation of the sanding device supplies fluid under pressure from the sanding reservoir I00 to the said pipe I03 through which'it flows to' the sand device on the car for sanding the rails beneath the car. Sand is thus applied to the rails under the locomotive'and under cars of the train equipped with the sanding arrangements above described. The sand reservoirs I00 are of such size as to provide a supply. of air to efiect operation of the sanding devices for a time sufiicient to bringthe train to a stop, at the end of which time the .air is exhausted from said reservoirs and'further supply of sand'to the track rails is stopped.

With the emergency valve devices in the position for effecting operation of the sanding devices 8| the fluid under pressure in the operating volume and in valve chamber 69 of each device reduces through the choke 82 to chamber 68 to the pressure of fluid in the train pipe 40 so that when the operator actuates the brake valve device 43 to efiect recharging of said trainpipe the consequent increase in pressure in piston chamber 68 will build up'above that acting in'the valve chamber 69 to a suificient degree to effect,

movement of the piston 61 and slide valve 12 back to theirnormal position shown in the draw.- ing, With the slide valve H in each of the emergency valve devices 65 is thus returned to its normal position, piston chamber 86 in each sanding valve device BI is vented to the atmosphere .by way of pipe 80, passage 16, cavity 14 and the atmospheric port 11 and the operating reservoir 19 is recharged with fluid under pressure from the train pipe 40 by way of the check valve device 84.

The venting of, fluid under pressure from the piston chamber 86 in each of the sanding devices.

permits the spring 95 to unseat the check valve and seat the check valve 81 whereupon the sanding reservoir I00 is recharged with fluid under pressure as hereinbefore described, so as to be in condition for effecting sanding of the rails upon a subsequent reduction in pressure in train pipe 40.

From the above description of the sanding apparatus shown in the drawing and illustrating the pertinent parts of a conventional type employed on modern high speed trains, it will be apparent that when a service application of the brakes on the train is effected sand may be applied to the rails for rendering the brakes on the train more efiective only at the locomotive, but when anemergency application of the brakes is eflected, sand is applied to the rails at several cars in the train as well as at the locomotive. The force with which the brakes on the train are applied when effecting a service application of the brakes, may however be substantially as great as obtained in an emergency application of the brakes, and although,

effected there is however a possibility that under.

this condition the wheels on the cars towards the rear end of the train may start slipping before they reach the sanded parts of the rails and as a result flat spots will be developed on the wheels which will cause rough riding on the vehicle and noisy operation thereof and which will require replacement of the wheels. This difficulty will however be avoided by the application to the train equipment above described of the improved sanding system embodying the present invention Which provides for applying sand on the rails under any desired selected number oreach of the vehicles of the trainwhen a service applicae tion of the brakes is effected and which will now be described. t 1 U According to the invention there is provided in addition to the double check valve 58 and chokes; I0 above described the following apparae tus, On each of the cars of the train to the rear of the locomotive there is provided a, sanding magnet device I08 each of which comprises a valve I01 contained in a chamber I08 which is open to the sand pipe I03 and a valve I09 contained in a chamber I I which may be connected to any suitable source of fluid under pressure such as a pipe 99.

The two valves I01 and I09 vice I06 seat in the direction of each other and are provided with stems which engage in a chamber H3 connectedto a pipe I I4 leading to a sand reservoir I'I5. Due to engagement of the two valves I01 and I09 said valves are adapted to move together and. inchamber I08 there is provided a spring II6 acting on'the valve I01 for urging said valve to its seated position and for urging the valve I09 to its unseated position.

In these positions of the valves I01 and I09 in each magnet device communication is established between the fluid pressure supply pipe 99 and the sand reservoir II5 through which said reservoir on each car is adapted to be charged with fluid at the pressure normally carried in the train pipe 40.

Each sanding magnet device I06 further comprises a magnet having an armature I I1 adapted to engage the valve I09, the magnet being operative upon energization to actuate said armature to eiiect seating of the valve I09 and unseating of the valve I01. When the valve I09 in each sanding device I06 is thus seated the sanding reservoir H5 is disconnected from the fluid pressure supply pipe 99, and with the valve I01 unseated said reservoir is connected past the valve I01 to the sanding pipe I03 whereby fluid under pressure is adapted to flow from the sanding reservoir to the sanding device or devices (not shown) on the vehicle for effecting operation thereof to sand the rails under the vehicle. One terminal of the magnet valve device I06 is connected to the battery +-train wire 3 while the other terminal is connected through a conductor I I8 to the train signal wire 5, a condenser I I9 being provided in the conductor II8 for preventing flow of direct current through the circuit including the sand magnet device I06, said condenser providing however for the passage or alternating current impulses through said cir cult.

On the locomotive there is provided any suitable source of alternating current, such as an alternating current generator I20, for providing current impulses to control the sand magnet devices I06 on the several cars throughout the train. The generator I is connected to the primary coil of a transformer I2I. The secondary coil of the transformer is connected at one end to the battery train wire 3, while the other end of the coil .is connected to a'switch contact I22 adapted .to be moved in to contact with a contact I23 connected to the train wire 5. A pneumatic switch device I24 is provided for controlling the operation of the switch contact I 22. This device comprises a piston I25 having at one side a pressure chamber I26 which is connected to a pipe I21 leading to the sand pipe 51 connected to the brake valve device 43. The piston I25 has at its opposite side a'chamber I28 which is open to the atmosphere through a breather port I29. The piston I25 is provided with a stem I30 extending through the chamber I28 and connected at its outer end to the switch contact I22. A spring I3I in chamber I28 acts on the piston I25 for normally urging it to the position shown in the drawing.

When the brake valve handle 44 is depressed to unseat the sanding valve for supplying in each magnet defluid under pressure through the pipe 51 to actuate the sanding device of' the locomotive as above described, fluid under pressure also, flows from pipe 51 through pipe I21 to, chamber; I26 below the switch piston I25 wherein it acts on said piston to effect movement thereof .in an upwardly direction. This movementof the switch piston I25 moves the switch contact I22 into engagement with the contact I23 thereby connecting the secondary of the transformer I2I across the two train wires 3 and 5 andin circuit with themagnets of the several magnet valve devices I06, which devices are connected in parallel between said train wires. (The magnet oi the magnet valve device I06 on each car is thereby energized by alternating current impulses and operates through the armature I21 to seat the valve I00 and unseat the valve I01.

The seating of valve I09 in each sanding magnet device I06 closes communication between the fluid pressure supply pipe 99 and thesa'ndingreservoir H5 and the unseating of the valve I01 connects said reservoir to the sand pipe I03 ously and upon depression of the handle 44 by the operator on the locomotive to effect sanding of the rails under the locomotive, it will be evident that sand will simultaneously be applied to the rails under the cars of, the train and will thereby act to provide uniform eiiectiveness of the brakes on all cars of the train and provide the same degree of protection against wheel sliding on the cars of the train as obtained only on the locomotive without the use of the present in-' vention. I p

I When the operator desires to terminate the sanding of the rails under the locomotive and the cars of the train the handle M of the brake Valve device is released thereby permitting spring 54 to seat the valve 50 so as tocut oi? the supply of fluid under pressure to'pipe 51. The fluid under pressure in the switch piston chamber I26 and in the connected pipes I21 and 51 is then released in any desired manner as v through the pipe 69 and the sanding device on the loco motive which terminates sandingof the rails under the locomotives. Upon the release of fluid under pressure from the switch piston chamber I29 spring I3I returns the piston I25 and thereby the switch contact I22 to their normal posi-' charged with fluid under pressure for subsequent sanding of the track rails.

The filters I0 disposed in the conductors 8 on the locomotive and on the last car of the train shown in the drawing are provided to prevent shortage of the secondary coil of the transformer I2I through said conductors over which direct current is supplied to the train wire 5 for controlling the operation of the signal system as hereinbefore described. The condenser H9 in the conductor I [8 on each of the cars is provided to bloclethe flow of direct current through the magnetcf the sand magnet devices I06 from the B trainwire 3 to the B train wire 4 by wager the switch device 33 when said switch device is closed.

' f a Summary I From the foregoing it will be evident that by the use of the present invention sanding of the rails under any selected number orv all of the vehicles of a train may be efiectedat any time inthe' discretion of the train operator so as to thereby reduce to a minimum the possibility of slipping of wheels on the train under all conditions of operation. v

The apparatus embodying the invention is particularly adapted for application to trains already. provided with train wires for controlling a; signal system whereby said wires may be utilized for the control of said apparatus, .Thus ad-" vantages of the invention may be obtained on such trains merely by the addition to each car of the train of the sanding magnet device I06 and sand reservoir H5 and to the locomotiveof the sourceof alternating current and the pneumatic switch device 124 along with the chokes l0; condensers H9 and relatively small amounts or wire and pipe required for connecting same: into the apparatus already on the vehicles.

t a It is also important to note that the applicap 7 claim" as new and desire to secure by Letters Patent, is:

"'1 As'anding system for a train of railway vehicles :including a locomotive and a plurality of, cars, and having a train wire extending throughout'the train said sanding system com-I prising, sanding means on each of a selected number of said 'cars connected to said train wire and responsive to electric current therein to effect sanding of the rails beneath the selected cars, a brake valve device on the locomotive for: controlling the brakes on thetrain and also operative to supply fluid under pressure to effect sanding of the rails under the locomotive, a source of electric current, and switch means operative by the fluid under pressure supplied to efi'ect sanding of the rails under the locomotive to connect said train 'wire to said source of electric current for Y .efiecting operation of said sanding means on the'cars of thetrain.

2 A sanding system fora train of railway vehicles-includinga locomotive and a plurality of cars, and havinga train wire extending through- 1 out the train said sanding system comprising,

sanding means on each of a selected number'ofsaid cars connected to said train wire and 're-" sponsive to electric current therein to effect sanding of the rails beneath the selected cars, a source of electric current a brake valve device on the locomotive for controlling the brakes on the train and comprisinga' handle which isdepressible by the engineer "at his discretion for supplying fluid under pressure to effect sanding of the rails beneath the locomotive, and'a pneumatically controlled switch operative by the fluid under pressure supplied upon depression of said handle to effect sanding of the rails under the locomotiveto connect said train wire to said source of electric current to effect operation of;

said sanding means. 7

3. A sanding system for a train of railway vehicles including a locomotive and a plurality of cars and comprising sanding means on each 'of a selected number of said cars operative upon en ergization to effect sanding of the rails beneath the cars, a brake valve device on the locomotiveoperative-by the engineer to supply fluid under pressure for sanding the rails beneath the 1000- selected number of said vehicles including saidl locomotiveoperative upon an' emergencyreduction in pressure in said trainpipe to supply fluid pressure to a sand pipe through which it is adapt ed to flow for eflecting sanding of the rails under the selected vehicles, said sanding system'comprising electro-responsive sandingmeans on each of a selected number of the cars of the train operative upon energization to effect sanding of the rails beneath the selected cars, said brake valve device being operative in the discretion of the engineer and regardless of its brake controlling position to supply fluid under pressure to said sand'pipe on the locomotive for sanding the; rails beneath the locomotive, switch means operative by the fluid under pressure supplied by said brake valve device for sanding the rails under the locomotive to eiTect energization of said electro-responsive means on said selected cars, and a double check valve device on the locomotive disposed in the fluid pressure supply connections from said brake valve device and valve means to the sand pipe onthe locomotive adapted to be operated by the fluid under pressure supplied by the valve means on the locomotive to close the connection between. the sand pipe on the locomotive and said brake valve de- I vice and switch means and adapted to be oper-v ated by fluid under pressure supplied by said brake valve device for sanding to closer the connection between the'sand pipe and valve means on the locomotive. l-

4 7 JOHN N. GOOD. 

